Car Reviews

Charlottetown, PEI – The stigma that comes with owning a minivan can be harsh. Most of it is mental, as parents battle a full-on “soccer mom” image, while jealousy of friends without kids or empty nesters rage on.

Regardless whether that's a reality or not, families with multiple kids can benefit from the versatility and convenience a minivan brings. And that's why Chrysler re-branded and re-designed its Pacifica minivan in 2016 – formerly the Chrysler Town & Country – and for this year, it was Honda's turn to showcase how good a minivan can be with its all-new 2018 Odyssey.

“The 2018 Honda Odyssey has everything you need in a minivan,” explains Jean Marc Leclerc, Senior Vice President of Sales and Marketing, Honda Canada, at a first drive program in Charlottetown, PEI.

With the surge in new mid- and full-size SUVs on the market, more options have been presented, making the choice of a full-size SUV or minivan not so clear cut. With automakers sprucing up their minivan offerings, it's hard to argue with Leclerc. Honda has made it easy for families to live with a minivan by packing the eight-passenger hauler with new technologies, more connectivity, better fuel economy, easy entry and exit, more interior and cargo space, as well as standard safety features not seen anywhere else.

As for its looks – it's hard to change a boxy behemoth, but Honda has found a way – like the Pacifica – to round out its frame and give it more character with sharper edges and cut lines. It's front fascia led by its chrome grille is reminiscent of the Honda Pilot, and there's nothing wrong with that. It's styling is safe, but in the end, it's a minivan, so safe is probably the right way to go.

Comfort and entertainment awaits inside

Pull on the door handle, and let those sliding doors work their magic. Sliding doors are the most recognizable staple in any minivan, and no longer do we have to manually slide them with force. And with no all-wheel-drive option, that step up is low-to-the-ground – 35 mm lower than the previous iteration – allowing children to easily hop in and out.

But that's not all, as my commercial voice takes over. Honda's second row seating are called “Magic Seats.” With a seven-seat configuration (only two seats in the second row), the magic seats can slide side-to-side or forward-and-back for people to access the back row with plenty of room, and this can be done with a child seat still attached. In addition, these second row seats can either slide together or further apart, which could be crucial to surviving the squabbles that way take place on a lengthy road trip. The only catch is the middle second-row seat has to be physically removed by pulling a few latches, so as easy as this all sounds, there's still a little work to be done.

New high-resolution technology screens modernize the cockpit with a seven-inch TFT unit and an eight-inch touchscreen situated on the leather-filled dash. The navigation system can be finicky at times, but that can be avoided by using Apple Car Play and Android Auto functions through your mobile device, saving you money by moving down a trim or two. A 4G LTE Wi-Fi hotspot capability comes in the top Touring trim allowing everyone to stay connected while on the road.

Also featured in the top trims are large and comfortable soft leather seating in the front row, as well as an abundance of technology. Two new technology features: CabinWatch (on Touring trim) and CabinTalk (starting at EX-L trim) aim at easing parental worries and allowing for better communication without causing driver distraction through the press of a button. For CabinWatch, a ceiling-mounted camera keeps an eye on both back rows; while CabinTalk allows the front-row occupants to talk to the back row passengers through the rear speakers, muting audio in their headphones.

Safety is imperative for family hauling, and the Odyssey ticks many boxes with a standard suite of Honda Sensing safety technology that includes Adaptive Cruise Control, Lane Keeping Assist, Road Departure Mitigation, Collision Mitigation Braking System for vehicles and pedestrians, Forward Collision Warning and Lane Departure Warning. Lane Watch and Blind Spot Information System is available as you go up trim levels.

How does it drive?

Driving is always secondary when it comes to a minivan. It won't be the sole reason one chooses a model, but it plays a part in the decision making process.

The 2018 Odyssey has one engine offering: a direct-injected 3.5-litre V6 that produces 280 hp and 262 lb.-ft. of torque. Both numbers are up from the 2017 model by 30 hp and 12 lb.-ft. of torque, but the interesting story comes in the form of a 10-speed automatic transmission for the upper trims (a nine-speed automatic is the standard option).

The 10-speed gearbox is pretty seamless on the road helping it achieve a class-leading 12.2/8.5/10.6 fuel economy split (city/highway/combined in L/100 km) with the aid of a variable cylinder management system. But it's not just the gearbox that's non-disruptive; the whole vehicle is a quiet sanctuary when cruising with no floor vibrations and the placement of acoustic glass and windshield to allow conversation to flow effortlessly.

When pushed, especially uphill, the Odyssey – like many other larger utes – blurts out faint huffing noises to lug its 2,086 kg frame. It's not the quickest vehicle in the lot, but it's not supposed to be, and the ride stays comfortable and relaxed whether on the highway or in the city, and even stays composed on shoddy roads. The electronic steering corners more like an SUV or crossover with precision and decent road feel.

The only thing that needs to go is its electronic gear shift. It's situated below the touchscreen in order to provide more room for cubby holes, but ends up only being an irritant for the driver. It doesn't even look good with its blocky buttons, and most importantly, it's difficult and slow to use due to its “trigger-type” reverse button, especially on three-point turns.

Verdict

The all-new 2018 Honda Odyssey does have everything you need in a minivan. It really just comes down to whether you can cope with the stigma attached to these minivans, but these automakers are making it easy to shed those worries with better styling, added comfort and technology, versatility and cargo space, and class-leading fuel economy numbers that saw me achieve a combined 9.5 L/100 km on my tour of Charlottetown.

It's starting price of $34,890 is higher than others on the market, but it also comes standard with many features including heated seats and a suite of safety equipment not found at the base trim level. For the base price, it's a reasonable package received, and a lot better deal than the Touring model that tops out at $50,290 – a steep price to pay for LED headlamps and fog lights, Wi-Fi, CabinWatch and a 10-speed automatic transmission.

The 2018 Honda Odyssey puts some spice back into the minivan segment and will give the Chrysler Pacifica a run for its money. The Odyssey arrives at dealerships on June 8.

Victoria, BC – No one will argue about the Honda Civics success, especially in Canada, as the No. 1 selling passenger car for 18 consecutive years, soon to be going on 19. The Civic has been a pillar of strength for Honda, but there are other reasons why Honda has been able to retain a top-three brand sales position in Canada.

One of those reasons is the CR-V; it's compact crossover, now in its 20th year and onto its fifth-generation. Sales are still strong, but recently the CR-V has taken a step back in terms of 'wow' factor, compared to its other big rivals in the Toyota Rav4, Ford Escape and even the Nissan Rogue. These points haven't been lost on Honda and were even pointed out by Dave Gardner, Senior Vice President of Operations at Honda Canada.

“The compact SUV has been one of our few blemishes,” said Gardner.

Now let's be realistic for a second, the CR-V isn't a blemish. It's refreshing to hear someone talk about its faults, but the 2016 version is still a decent crossover that happens to be tailored to a more conservative clientele. Yes, it also lacks in performance; however, it's nothing to be ashamed about.

In their rhetoric, what Honda wanted to make clear was that there's much more to the company than simply the Civic. And that comes at a time when the largest sales segment is compact crossovers/SUVs, so the Japanese outfit is making its move in prime time. After all, the CR-V helped to invent the compact crossover segment 20 years ago with the debut of the CR-V, when many others doubted its longevity for the North American market.

For 2017, Honda isn't holding anything back on the CR-V as they take every main negative: exterior styling, plain cabin experience, vehicle performance and value; and turn all those into positives.

“We want this [fifth-generation] CR-V, the Civic of the compact crossover segment,” said Hayato Mori, Senior Manager of Product Planning and Business Development at Honda Canada.

For the first drive, Honda hosted a group of journalists on the west coast of Canada on Vancouver Island. We were stationed in Victoria, and the drive would take us down the coast through Sooke and due to personal navigational error into Port Renfrew.

The navigational error wasn't a bad thing at all, as the roads to Port Renfrew were some of the more challenging, curvy roads we would encounter, and that made for an exceptional test of the CR-V's new turbocharged, 1.5-litre four-cylinder engine and its handling prowess.

The new turbo engine – the same one found in the Civic – is the only one offered in Canada on all trims from LX to Touring. It produces 190 hp and 179 lb.-ft. of torque (more than the Civic) and matched to a reasonably-sounding continuously variable transmission (CVT). All-wheel-drive (AWD) is standard on all trims, except LX, where its placed as an option above 2WD.

Performance improvements were definitely needed on the CR-V. The turbo engine won't show it too much in the numbers, but I definitely sensed some more pep behind the wheel. Throughout the drive, it seemed to carry the perfect amount of power needed for this utility vehicle. Sometimes, there's more than enough power; while other times, there's a lack of oomph, but Honda seems to get it right with this new setup.

It all starts with a smooth initial acceleration that quietly gets up to speed. As you press down on the accelerator, the typical CVT whining doesn't show; instead a more linear acceleration is noticed and appreciated. The quiet ride enhances the tranquil state that's felt behind the wheel, only to be made more comfortable by its seating that provides not only great visibility, but an exquisite driving position with a healthy does of head and leg room. There are many vehicles I get into where I fiddle in agony over an ideal seating position, and the CR-V I have to say, was a pleasure to be in.

As tranquil as it is, there still is a tendency for boredom behind the wheel. It should still be noted, that many crossovers fall into this lack of energy category, so the CR-V shouldn't be picked on. It's still conservative in many ways, just a lot better than it was, and that pleasantly shows in its handling and balance as well. Small inputs to the steering wheel were needed throughout the twists and turns, keeping the CR-V direct at all times, while soaking up plenty of the imperfections on the road. There were, however, certain corners where steering response was a tad slow. Once again, it should be noted, that we were coming in hot, something the CR-V had a bit of trouble managing.

One attribute that Honda was raving about was class-leading fuel economy numbers. For the AWD units, a rating of 8.7 L/100 km can be had in the city and a 7.2 L/100 km on the highway. During the ride on Vancouver Island, the CR-V was able to muster a combined 7.4 L/100 km, mostly from highway-type driving. Regardless of the reason, the number is still pretty decent for a hauler that weighs 1,557 kg, and those numbers can be enhanced by using an Eco driving mode.

One of the glaring blemishes discussed earlier was exterior styling. Honda's conservative nature is well documented, and they didn't re-write the book with this new CR-V, but they sure tightened its shape and image.

It all starts with the new platform its sits on that's broader, bolder and wider. The most noticeable change occurs in its front fascia that showcases a two-layer chrome grille with cool-looking flared fenders and standard LED lighting, that's also featured on the back side. Overall, it's more sleek and larger appearance will attract more attention and that's exactly what the bland looking previous iteration desperately needed.

As impressive as the outside looks, more significant changes are found on the inside. The wider and taller makeup is noticed immediately with a more spacious back row. At times, a crossover can only be as good as its versatility, and Honda made sure of that with increasing rear leg room and cargo space (1.8m of flat cargo space), while retaining a similar overall length. In addition, the centre console can be constructed in three different ways, while a hands-free power tailgate can be accessed through an upward kicking motion and also adjusted with a choice of three heights.

The design takes on plenty of hard and soft materials that help to elevate the look and feel of the CR-V. Yes, once again it's a big improvement in soft-touch leather, but the faux wood trim comes off a bit cheap. On the other hand, the seven-inch touchscreen is less clunky and easy to use, and that includes the addition of Apple CarPlay and Android Auto. What it also includes is the rebirth of the volume knob. Honda has listened to its critics and brought this simple feature back after a two-year hiatus.

Canadians will be treated to a few exclusive perks that include a heated steering wheel and heated rear seats in EX-L and Touring models, as well as a panoramic moonroof for the Touring trim.

Lastly, CR-V owners will be treated to Honda's suite of safety technology, called Honda Sensing, that's standard on all AWD units. New technologies for 2017 include: Adaptive Cruise Control with Low-speed follow and Road Departure Mitigation, and that's on top of the plethora of technology aids that are already a part of the system.

The 2017 Honda CR-V goes on sale in late December at a cost that's only $400-$1,000 (depending on trim) more than its outgoing model. The starting price is $26,690 for the LX 2WD, but for AWD, you will need to go up to $29,490; while it tops out at $38,090 for the Touring trim.

In the fastest growing segment, Honda isn't taking any chances with its CR-V. Honda doesn't want it just to not lose ground to the Rav4 and Escape, it wants to take over the segment, just like the Civic did in its sedan class. To achieve this goal, improvements to inside-and-out styling will be a big help, as well as the standardization of safety technology, enhanced interior volume, better performance and lower fuel economy.

Will that be enough for Honda? It's hard to say, but with Honda's pedigree and the positive history of the CR-V, it sure can't hurt.

Port Carling, ON – We've seen the remodelled tenth-generation Civic sedan; we've seen the Civic coupe; and now for the trifecta, Honda is bringing back the five-door hatchback after a 17-year hiatus from North America. It's safe to say that Honda is on the attack to takeover the compact car market.

And if the three styling choices aren't evidence enough, they'll flat out tell you: “We are trying to keep dominating this [compact car] segment,” said Hayato Mori, Senior Manager, Product Planning and Business Development.

It might seem like a game of Risk when the words domination start being thrown around, but in reality, it's pure business. And it would be mind-boggling for any automaker to not want to be the leader in every facet of a segment. For Honda's sake, it's not just rhetoric; they have the tools to achieve those lofty goals, and adding a hatch to its lineup is a way of appealing to each and every Canadian. It didn't cost them too much either for research and development, as it was already being built in Swindon, UK.

For the Canadian market, offering a hatch makes sense with the advent of the Chevrolet Cruze hatch, along with a long list of consumer hatch options from Ford, Hyundai, Kia, Mazda, Subaru, Toyota and Volkswagen; with the latter automaker and its Golf model being the product Honda attempted to measure up to in terms of driving quality.

For the hatch, there's only one engine – a turbocharged and direct injected, 1.5-litre four-cylinder that maxes its peak horsepower at 174 in the base LX trim and gets a boost in the Sport and Sport Touring trim to 180 hp. The added power is thanks to a dual exhaust that's centre mounted for higher flow, only when filled with premium gas to achieve that extra boost.

Regardless of trim, you're offered the choice of a six-speed manual transmission or the optional continuously variable transmission (CVT). What's interesting is torque numbers adjust depending on trim and transmission choice: the LX manual receives 167 lb.-ft. of torque; the Sport gets 177; while all CVT models get a max of 162.

On hand for this first drive event was only the LX trim in both manual and CVT form – the other trims are expected to be arriving in the next few weeks.

After testing both transmissions out, I have to say they were both exceptional. If given the choice, I would lean to the manual. It simply makes the Civic more fun to drive and switching those gears is smooth like butter. In both cases, the Civic accelerated smoothly off the line and up to your desired speed.

It's not super aggressive in straight lines, but it excels in cornering and handling. Honda had us go through one of the twistiest roads on route to Muskoka, and that's where the Civic hatch truly shined. There was some tinkering with the suspension to accommodate the hatch rear layout, and that allows it to perform a composed balancing act through these windy roads. The hatch stayed firm with only minor steering inputs throughout thanks to its electronically assisting steering setup.

Another bonus to the Civic is its quiet ride. It might have been the most peaceful journey up to cottage country that I've ever experienced, placing me in a tranquil state as I passed by the beautiful fall backdrop. That relaxing vibe allowed me to achieve some decent fuel economy, ringing in a combined 6.5 L/100 km between the two transmissions. The LX models are rated at 8.0 L/100 km in the city and 6.2 L/100 km on the highway; while the CVT version comes in at 7.7 and 6.0, respectively.

It's safe to say that this LX trim is no base model, and that's because Honda has positioned the hatch as its premium compact choice. The Japanese brand feels that consumers in the hatch market will want to go more upscale, and perhaps that helps them with the extra cost from being constructed in the UK.

Even the cloth seats look sharp in the LX with a two-tone dark colour with white piping and contrast stitching. The overall look is clean and polished, similar to the Civic sedan. It's easy to work the seven-inch touchscreen, but still possesses the touch sliding volume knob accompanied by boxy and large fonts.

The interior may have some styling details that need to be attended to, but it also possesses plenty of useful features including Apple CarPlay and Android Auto, a rearview camera, heated front seats, an automatic brake hold, and a plethora of storage compartments on the centre console, door handles, glove compartment and a cubby underneath its gear shift.

Each trim will come with Honda Sensing as an option, while the Sport Touring comes with it as standard. Honda Sensing is a suite of advanced safety technologies aimed to maximize the occupants safety. The technologies include: Collision Mitigation Braking System, Road Departure Mitigation, Adaptive Cruise Control with Low Speed Follow and Lane Keeping Assist. In addition, Honda LaneWatch – a camera that's displayed on the touchscreen during right hand turns to see your blindspot – comes standard in Sport and above.

Exterior styling differences are hard to come by in the hatch versus the sedan, save for the reworking of its rear that gets reduced by 135 mm. But if you look closely at the front, the grille does possess a more sporty look with a black stream running through it, and the hood becomes wider to accompany the standard turbo engine.

But in the end, when it comes to a hatch, it's all about that rear. Honda has created segment-leading maximum cargo and passenger volume. Rear legroom is exceptional, but the versatility in the hatch shines with 1,120 mm of trunk width and 960 mm of length. In total, there's 728 litres of cargo space behind the second row, which leads the segment as well. According to Honda, it can store up to three golf bags or two large and two mid-size suitcases, and it's tonneau cover doesn't even get in the way as it can unwind from side to side – a world's first.

It's hard to find many faults with the 2017 Honda Civic hatch. It's reemergence was a long time coming for a country filled with hatch lovers, and it's great to see it back in the fold. The drive is not only smooth and quiet, it can be turn some hot corners for a base price of $21,390. As aforementioned, the hatch is the premium choice between the sedan and coupe and the costs reflect that. The Sport trim moves up to $25,190; while the Sport Touring begins at $29,390, topping out at $30,690 with the CVT and Honda Sensing package

The Civic hatch is currently available at Honda showrooms throughout Canada.

Detroit, MI – In an exclusive reveal in downtown Detroit, Honda showed off its new fifth-generation CR-V. For 2017, the CR-V raises the bar with more performance, space, ride comfort, safety features and fuel efficiency. The 2017 model will build off an already prosperous 2016 version that has seen its sales rise by 16.2 per cent thus far in Canada and 1.5 per cent in the United States, where it's the No. 1 selling SUV.

The all-new CR-V is new from the ground up as it sits on a new platform that showcases a broader, wide stance with a more bold appearance. From the front, you will immediately notice its two-layer chrome grille with standard LED headlights. LED lighting continues in the rear for its taillamps.

The 2.4-litre direct-injected four-cylinder engine is carried over and is joined by a 1.5-litre direct-injected turbocharged four-cylinder engine that produces 190 hp and 179 lb.-ft. of torque. The new, turbo engine is the same one featured in the Civic, and Honda is saying it will provide the CR-V with best in-class fuel economy.

The inside will possess a more spacious area that includes a top-class total interior volume, a two-inch increase in rear leg room, and 10-inches more rear cargo with the second row down. But the most important addition might be a simple volume knob. For the past two years, Honda has toyed with a sliding touch feature for volume adjustment, and based on the reaction from the crowd of journalists that gave this announcement a resounding ovation to the new volume knob, it was clear that Honda listened to its critics.

In addition, Honda will be improving its suite of safety technology known as Honda Sensing, and we will find out exactly what will be added shortly. The one safety technology that was demonstrated at the event was a foot-activated tailgate that comes standard with the vehicle.

The Honda CR-V will be assembled in three plants: the lead one being in East Liberty, Ohio, Alliston, Ontario and Greensburg, Indiana.

The Honda Indy Toronto was once again the backdrop for an incredible show of generosity from race fans, the Ontario Honda Dealers Association (OHDA) and the Honda Canada Foundation (HCF). Total donations for Make-A-Wish® Canada were a sizeable $75,000, thanks to a $30,000 contribution by fans matched by the OHDA and HCF, and generous contributions of $5,000 and $10,000 from new partners Tim Hortons Inc. and Johnsonville Sausage.

This was the 30th year of racing on the streets of Toronto and the seventh straight year for Make-A-Wish® fundraising efforts at the Honda Indy Toronto. Over that time, spectators and partners have raised more than $500,000 for Make-A-Wish.

“This is a true reflection of how big people’s hearts are and I know that everyone at Make-A-Wish shares in my excitement and sincere gratitude to Indy fans, the Honda Canada Foundation and Ontario Honda dealers,” said Jennifer Klotz-Ritter, president & CEO, Make-A-Wish Canada. “Programs like this play an instrumental role in our ability to bring strength and happiness to the lives of children with life-threatening medical conditions.”

Race fans of all ages were once again treated to the speed and spectacle of the race and fun of the surrounding festival on Fan Friday. Instead of admission, attendees were encouraged to make a contribution to Make-A-Wish. Donations were also accepted throughout race weekend for games and activities including face painting, racing simulators and Honda Junior Red Riders off-road riding program. All contributions over the weekend were matched dollar-for-dollar by Honda Canada Foundation, the company’s national charitable arm.

“This is exactly what the Honda Canada Foundation is all about and the common values we share with Canadians,” said Dave Gardner, senior vice president of operations, Honda Canada Inc. “We’re thrilled about what we’ve accomplished together with thousands of Indy fans, our dealers and this year, a host of new Honda Indy Toronto partners including Tim Hortons and Johnsonville.”

New levels of cooperation and seven years of Fan Fridays

Joining Honda during the seventh year of Fan Friday were two new Honda Indy Toronto partners. Tim Hortons Toronto Restaurant Owners committed all proceeds from the on-site sale of coffee and lemonade which totaled $5,000, while Johnsonville Sausage pledged a $10,000 donation.

“We’re thrilled with the support we’ve seen from the fans and partners and hitting this half-million-dollar mark is a huge win for everyone involved in Fan Friday,” said Kevin Pearson, president, Ontario Honda Dealers Association. “I’m very proud of the work we’ve done together in support of Make-A-Wish and I know that’s a sentiment shared by Honda dealers across the province.”

Hometown hero and Honda ambassador, James Hinchcliffe, made a special appearance on Fan Friday to meet with a group of Make-A-Wish kids and their families. He took time to sign autographs, pose for photos and receive good luck ‘high-fives’ from smiling children before hitting the Toronto track for the first time since being sidelined for the 2015 season due to a serious, crash-related injury.

The races may be over, but there are always opportunities to donate to Make-A-Wish. To make a $5 donation, text the word ‘DREAM’ to 41010 from any mobile phone. With support from organizations like the Honda Canada Foundation and the OHDA, Make-A-Wish grants 500 wishes a year through eight regional chapters across the country.

The 30th running of the Honda Indy Toronto provided a show for the fans with plenty of of battles throughout the field. In the end, it was Australian Will Power of Team Penske that drove his car to victory – his third this year and third in Toronto.

Power may have received all the accolades and driver standing's points, but it was the hometown favourite and driver of the No. 5 Schmidt Peterson Motorsports car, James Hinchcliffe who became the star of the show, placing on the podium in third position while wearing his racing suit signed by donators to the Make-A-Wish Canada Foundation. It was Hinchcliffe's first ever podium out of seven tries on the streets of Toronto.

The race took a turn in favour of Power, Hinchcliffe and second-place finisher Helio Castroneves of Team Penske when Ed Carpenter Racing's Josef Newgarden hit the curb on Lap 47 of 85 at Turn 5 – an asphalt curb that didn't hold up between the 22 Indy cars and the Toronto heat.

Newgarden's crash into the wall changed the complexion of the race benefiting Power the most, who pitted seconds ahead of the incident. A long yellow caution favoured the drivers who had already pitted to the detriment of the front runners at the time including pole sitter Scott Dixon of Chip Ganassi Racing, his teammate Simon Pagenaud and KVSH Racing's Sebastien Bourdais.

“We finally got a yellow to go our way,” Power announced on the team radio after clearing the checkered flag. “It was a late call as the 22 car [Pagenaud] was being held up by the No. 8 [Chip Ganassi Racing's Max Chilton]. It was perfect timing and when I saw the yellow light on my dash – it was just amazing,” Power added in a following interview.

Hinchcliffe had a similar take as Power, “For once, we finally got a break in TO.”

It wasn't an easy coast to third place for the Canadian driver, as he had to fend off veteran Chip Ganassi Racing driver Tony Kanaan until the very end as a late caution went green with one lap to go. Kanaan would finish in fourth, followed by A.J. Foyt's Takuma Sato who rounded out the top-five.

“I got a little extra boost from seeing the Canadian crowd in Turn 11,” explains Hinchcliffe.

Power's win makes it three victories in the last four races to place him only 47 points behind teammate Pagenaud. Castroneves' second-place finish catapults him from 5th to 3rd in the driver's standings; while Hinchcliffe was the biggest mover from 13th position into 8th.

The IndyCar series moves next to the Honda Indy 200 at Mid-Ohio for its race on July 31, but for now Hinchcliffe will be relishing his moment in front of the hometown fans. Typically, there's one major party reserved for the winner; however on this day as Hinchcliffe puts it, “there will be a party here tonight in Hinchtown.”